EP1069016B2 - Installation de freinage actionnée par moyen de pression - Google Patents

Installation de freinage actionnée par moyen de pression Download PDF

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Publication number
EP1069016B2
EP1069016B2 EP00111100A EP00111100A EP1069016B2 EP 1069016 B2 EP1069016 B2 EP 1069016B2 EP 00111100 A EP00111100 A EP 00111100A EP 00111100 A EP00111100 A EP 00111100A EP 1069016 B2 EP1069016 B2 EP 1069016B2
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EP
European Patent Office
Prior art keywords
pressure
valve
brake
control
pressurised
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP00111100A
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German (de)
English (en)
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EP1069016A2 (fr
EP1069016B1 (fr
EP1069016A3 (fr
Inventor
Werner Stumpe
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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Application filed by Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH, Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of EP1069016A2 publication Critical patent/EP1069016A2/fr
Publication of EP1069016A3 publication Critical patent/EP1069016A3/fr
Publication of EP1069016B1 publication Critical patent/EP1069016B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/18—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere
    • B60T15/20—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere controlled by two fluid pressures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/36—Other control devices or valves characterised by definite functions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring

Definitions

  • the invention relates to a vehicle brake system according to the preamble of the main claim.
  • a vehicle brake system is known and provided for a commercial vehicle.
  • a first brake circuit is used as pneumatically actuated rear axle brake circuit for the two wheels of the rear axle and a second brake circuit as pneumatically actuated front axle brake circuit for the front axle.
  • the brake cylinders of the rear axle brake circuit are each formed as a combination brake cylinder, which is connectable via a first control valve device in response to a the rear axle brake circuit associated control signal of a multi-circuit brake with a compressed air reservoir for the rear brake circuit.
  • the brake cylinders of the front-axle brake circuit can be connected to a compressed-air accumulator for the front-axle brake circuit via a second control valve device as a function of a control signal of the multi-circuit brake value transmitter assigned to the front-axle brake circuit.
  • the second control valve device has a first pressure input connected to the compressed air reservoir for the front-axle brake circuit and a second pressure input connected to a control output of the multi-circuit brake value transmitter or service brake valve, by which a front-axle control pressure derived from the service brake valve is controlled.
  • the second control valve device also has pressure outputs connected to the brake cylinders of the front axle.
  • the known vehicle brake system arranged between the second control valve device and a brake cylinder of the right front wheel designed in the form of a relay valve switching device is provided which switches in case of failure of the front-brake circuit pressure fluid from the independent of the front axle brake circuit compressed air reservoir to this brake cylinder there to serve as a replacement for the failed front axle brake pressure.
  • the control pressures for the rear axle brake circuit and for the front axle brake circuit act on a control chamber of a relay valve serving as a changeover valve device. Consequently, the switching of the switching valve means is effected in accordance with the ratio of the control pressures for the rear axle brake circuit and the front axle brake circuit.
  • these control pressures can vary greatly with intact brake system or have different pressure run times.
  • the EP 0 738 640 A2 discloses an electrically operated solenoid valve as a switching device.
  • a relay valve of the Vorderachsbremsnikes upstream of this solenoid valve so that the solenoid valve with intact brake system controlled by the relay valve front axle brake pressure or error-prone Vorderachs brake circuit the output of the service brake valve at its rear-pressure output, uncontrolled and unmodulated Schuachs- Brake pressure as a substitute for the failed front axle brake pressure für torturet. Since the solenoid valve therefore switches a relatively large volume of brake pressure, it must build relatively large, which has a negative effect on the manufacturing cost.
  • the present invention is the object of the invention to provide a vehicle brake system of the type mentioned, which avoids the disadvantages mentioned above.
  • the fluid-actuated vehicle brake system has the advantage that, due to the electrical control of belonging to Umschaltventil worn solenoid valve, the control pressure of the rear axle brake circuit can selectively switch to the relay valve and thus results in a defined response of the changeover valve device. It is furthermore particularly advantageous that the pneumatic control signal of the first (rear-axle) brake circuit is used as a control pressure for the downstream relay valve by the electrically controllable solenoid valve as a replacement for the failed pneumatic control signal of the second (front-axle) brake circuit becomes.
  • FIG. 1 is a schematic circuit diagram of a pressure-medium-actuated vehicle brake system with a changeover valve device.
  • Fig. 2 also shows a schematic diagram of a first embodiment according to the invention.
  • 3 shows a partial view of a further embodiment of the changeover valve device according to the invention.
  • 4 and 5 illustrate in schematically held sectional views belonging to the invention Umschaltventil sensible relay valve, which is shown in Fig. 3 only as a switching symbol.
  • Fig. 1 The designated in Fig. 1 in its entirety by 1 pressure-actuated vehicle brake system is an electronically controlled brake system for commercial vehicles with priority electro-pneumatic brake circuits and with subordinate pneumatic restraint circuits as underlying safety level.
  • the front axle brakes are represented by a brake cylinder 2 of the left front wheel and a brake cylinder 4 of the right front wheel, which are each controlled by a single-channel pressure control module 6, 8.
  • the pressure control modules 6, 8 of the front axle are with their first pressure inputs 6 ', 8' via a supply pressure line 10 with a compressed air reservoir 12 for the front and with their second pressure inputs 6 ", 8" via a control pressure line 13 to the control side of a Vorderachskanals 15 'one Service brake valve 15 connected.
  • the front axle 15 'of the service brake valve 15 is on the input side via the supply pressure line 10 to the compressed air reservoir 12 of the front axle in conjunction to preciselysteuem depending on the force with which the driver operates the control pedal, proportional control pressure signals in the control pressure line 13 of the front axle.
  • a modulated control pressure is generated in the pressure control modules 6, 8 of the front axle in a known manner and controlled via pneumatic brake pressure lines 23 in the brake cylinders 2, 4.
  • the compressed air reservoir 12 for the front axle, the electrical part 15 '' 'of the service brake valve 15, the central electronic control unit 20, the electrical control lines 21, the two pressure control modules 6, 8, the brake pressure lines 23 and the brake cylinders 2, 4 together form an electric pneumatic front axle brake circuit.
  • the circuit logic of the pressure control modules 6, 8 treats the electrical control signals of the electro-pneumatic front-axle brake circuit in front of the controlled via the control pressure line 13 control pressure signals of a pneumatic Vorderachs-brake circuit which performs a redundant control function as a restraint brake circuit when the electro-pneumatic front axle
  • the electro-pneumatic front axle brake circuit partially overlaps with the pneumatic front axle brake circuit, the compressed air accumulator 12 for the front axle, the front axle 15 'of the service brake valve 15, the control pressure line 13, the two pressure control modules 6, 8, the brake pressure lines 23rd and the two brake cylinders 2, 4 comprises.
  • the two pressure control modules 6, 8 of the front axle allow in addition to the regulation of the brake pressure by integrated ABS (Anti-lock braking system) - functions an individual adjustment of the brake pressure to the rotational behavior of the braked front wheels, which measured by wheel speed sensors 25 and by means of electrical lines 26 at the pressure control modules 6, 8 is passed.
  • ABS Anti-lock braking system
  • an electro-pneumatic rear-axle brake circuit and this subordinate pneumatic rear axle brake circuit are constructed, for the rear axle own compressed air reservoir 27 is provided, which by a supply pressure line 30 on the one hand to the input of a Schuachskanals 15 "of the service brake valve 15 and on the other hand is in communication with a two-channel pressure control module 31 of the rear axle, wherein in each case a channel is provided for a rear wheel.
  • the service brake valve 15 controls on the one hand by means of a control pressure line 32 control pressure signals in the pressure control module 31 of the rear axle, which is connected via pneumatic brake pressure lines 33 with combination brake cylinders 34 of the right and left rear wheels.
  • the electrical signals controlled by the service brake valve 15 via the electrical line 18 to the central electronic control unit 20 are controlled by means of an electrical control line 35 in the pressure control module 31 of the rear axle.
  • the pressure control modules 6, 8, 31 in FIG Front axle and the rear axle of the supplied via the supply pressure lines 10, 30 supply pressures each axle the brake pressures generated, each pending at a pressure output of a pressure control module 6, 8, 31 and via the pneumatic brake pressure lines 23, 33 in the downstream brake cylinders 2, 4 and Combination brake cylinder 34 are controlled.
  • a switching valve 100 which comprises in a first embodiment illustrated in Fig. 1, a shuttle valve 101, a relay valve 102 and a trained as a spring-loaded solenoid valve 3/2-way valve 103
  • the relay valve 102 is connected to its pressure inlet on the inflow side via a supply pressure line 39 to a serving as an auxiliary accumulator 40 and connected to its pressure output via a pneumatic connecting line 41 with a first pressure input of the shuttle valve 101.
  • a second pressure input of the shuttle valve 101 is connected via a line 43 to the pressure output 36 of the left pressure control module 6, while a pressure output of the shuttle valve 101 is connected to the leading to the left brake cylinder 2 control pressure line 23.
  • the 3/2-way valve 103 is connected with its first pressure input to the atmosphere, while the second pressure input connected to the control pressure line 32 of the rear axle vomhatt Vietnamesees and its pressure output via a line 44 to a control chamber 102 'of the Relay valve 102 is connected.
  • an electromagnetic pilot control 103 'of the 3/2-way valve 103 is operatively connected via an electrical line 45 to the central electronic control unit 20.
  • the 3/2-way valve 103 shuts off the second pressure input with the control pressure line 32 connected thereto and simultaneously connects its output to the atmospheric pressure present at the first pressure input, so that the control chamber 102 communicating with this output 'of the relay valve 102 is vented.
  • the control pressure line 32 of the rear-axle restraint circuit to the output and thus to the control chamber 102 'of the relay valve 102 through, so that the control chamber 102' below the Control pressure p HA of the rear axle restraint circuit is
  • the 3/2-way valve remains in its first, de-energized position. Since the control chamber 102 'is vented, the line leading from the pressure output of the relay valve 102 to the first pressure input of the shuttle valve 101 remains vented while at the first pressure input on the output and the control chamber connected thereto 102' of the relay valve 102 the second pressure input of the shuttle valve 101 of the generated by the pressure control module 6 and guided via line 43 pressure is present.
  • the shuttle valve 101 is formed such that at approximately equal pressures of the first pressure input to the second by a predetermined amount Ap is preferred, in this case, the pressure difference at both pressure inputs is so large that the pressure applied to the second pressure input to the output of the shuttle valve 101 is turned on and thus reaches the brake cylinder 2.
  • the relay valve 102 Since the relay valve 102 is now controlled by the stepped control pressure p HA controlled by the service brake valve 15, the pressure derived from the auxiliary store 40 and switched via the relay valve 102 to its pressure outlet is also correspondingly stepped.
  • This staggered in dependence on p HA pressure passes via the connecting line 41 to the first pressure input of the shuttle valve 101, while at the second pressure input no sufficiently controlled pressure from the pressure control module 6 is present, so that the first pressure input supplied stepped pressure p HA is switched through to the pressure output and is controlled in the brake cylinder 2 of the left front wheel, which eventually leads to a deceleration of the left front wheel.
  • a first embodiment of a changeover valve device 100 is illustrated, which adjusts to a brake system 1, which largely corresponds in structure to the brake system shown in Fig. 1, but in which the rear axle is formed without pneumatic retaining circuit.
  • the service brake valve 15 although a Vorderachskanal 15 'and an electrical part 15 "', but no Schuachskanal 15" on.
  • the compressed air accumulator 27 assigned to the rear axle brake circuit is connected via the supply pressure line 30 to the two-channel pressure control module 31 of the rear axle.
  • the first embodiment of the changeover valve device 100 is the pressure output 36 of the left pressure control module 6 and the brake cylinder 2 of the left front wheel interposed and comprises a shuttle valve 101, a relay valve 102 and designed as a spring-loaded solenoid valve 3/2-way valve 103, said functional elements in the same Way as in Fig. 1 are interconnected pneumatically.
  • the electrical control of the first embodiment is carried out by the over the electrical line 45 with the electromagnetic pilot control of the 3/2-way valve 103 electrically operatively connected control unit 20.
  • the pneumatic control via the two-channel Pressure control module 31 of the rear axle.
  • the first embodiment additionally comprises a with its one end to the second pressure input of the 3/2-way valve 103 connected control pressure line 50 which is connected at its other end to a pressure outlet of another shuttle valve 60.
  • a first pressure input of the shuttle valve 60 is connected via a connecting line 61 'to a leading to the brake cylinder 34 of the right rear wheel pressure output of the pressure control module 31, while a second pressure input connected via a connecting line 61 "to a leading to the brake cylinder 34 of the left rear wheel pressure output of the pressure control module 31
  • This results in that the respective greater pressure of the two pressure outputs of the two-channel pressure control module 31 is switched to the pressure output of the shuttle valve 60 and the corresponding pressure input of the solenoid valve 103 is available.
  • the following mode of operation thus results for the first embodiment: If no pressure losses occur in the front-axle brake circuit, then the 3/2-way valve 103 remains in its first de-energized position, the atmospheric pressure present at the first pressure input acting on the output and the control chamber 102 connected thereto Since the control chamber 102 'is vented so that the leading from the pressure output of the relay valve 102 to the first pressure input of the shuttle valve 101 line 41 remains vented, while at the second pressure input of the shuttle valve 101 of the pressure control module 6 and generated via the Line 43 guided pressure is pending. In this case, the pressure difference at both pressure inputs is so great that the pressure applied to the second pressure input is switched through to the output of the shuttle valve 101 and thus reaches the brake cylinder 2.
  • the mode of operation is thus identical to FIG. 1 in the case of the intact braking in the embodiment.
  • the central electronic control unit 20 transmits an electric drive signal via the line 45 to the electromagnetic pilot control of the 3/2-way valve 103 due to a recorded in the pressure control module 6 the pressure drop detecting pressure control valve or pressure sensor , so that the 3/2-way valve 103 switches from its rest position to its second energized switching position. In this second switching position, the 3/2-way valve 103 switches the pending at its second pressure input control pressure to its pressure output.
  • this control pressure is the brake pressure regulated by the two-channel pressure control module 31 of the rear axle, wherein the respectively greater pressure from the two channels of this pressure control module 31 is selected by means of the additional shuttle valve 60.
  • the pending at the pressure input of the relay valve 102 from the auxiliary memory 40 supply pressure supplied as a function of the two-channel pressure control module 31 controlled control pressure to the pressure output of the relay valve 102 is switched. From there, this pressure passes via the connecting line 41 to the first Drukkeingang the shuttle valve 101, while at the second pressure input due to the pressure loss is not sufficiently controlled pressure from the pressure control module 6 is present, so that the first pressure input supplied control pressure to the pressure output and switched into the brake cylinder 2 of the left front wheel is controlled.
  • Fig. 3 shows a modified embodiment of the switching valve device 100 according to the invention, in which the achieved according to the first embodiment by means of the shuttle valve 101 and relay valve 102 individual valve functions are combined in a combined formed relay valve 109.
  • This is the electrical and pneumatic control serving 3/2-way valve 103 is formed in an identical manner as in the first and second embodiments.
  • the electromagnetic pilot control 103 'of the 3/2-way valve 103 is operatively connected via the electrical line 45 to the control unit 20, while the second pressure input to the control pressure line 32 and 50 is connected to the pneumatic control, depending on whether the embodiment is controlled in accordance with a pneumatic rear axle-retaining circuit or a regulated by the pressure control module 31 of the rear axle brake pressure.
  • the first pressure input of the 3/2-way valve 103 is connected to the ambient atmosphere and the pressure output via the connecting line 44 with the first effective area forming control chamber of the combined formed relay valve 109 pneumatically connected.
  • the respective relay valve 102 is connected with its second active surface to the atmosphere
  • the 3/2-way valve according to the second embodiment of the changeover valve 100 according to the invention remains in its de-energized rest position, so that the pending at its first pressure input atmospheric pressure reaches the pressure output and thus to the control chamber of the combined formed relay valve 109. While the control chamber is thus vented as the first active surface thus, the second effective surface of the relay valve 109 is acted upon by the pressure output from the pressure control module 6 via line 43 control pressure supplied so that the relay valve 109 acting because of the effect of the second active surface pressure difference with the Auxiliary memory 40 shuts off connected pressure input and at the same time switches on the pressure input acted upon by the control pressure regulated by the pressure control module 6 to its pressure output. About the connected to the pressure output of the relay valve 109 brake pressure line 23, this pressure reaches the brake cylinder. 2
  • the 3/2-way valve 103 switches from its rest position into the energized second shift position due to an electrical control signal transmitted by the control unit 20.
  • the pending at its second pressure input control pressure is thereby switched to the pressure output and thus the control chamber of the combined formed relay valve 109 is supplied.
  • the relay valve 109 shuts off the pressure input associated with the second effective area because of the pressure difference acting in favor of the first effective area assigned to the first effective area and connected to the auxiliary memory 40 in communication pressure input to its pressure output.
  • this pressure supplied from the auxiliary accumulator 40 passes as a function of the control pressure of the rear axle supplied to the 3/2 - directional control valve 103 to the brake cylinder 2 of the left front wheel.
  • this rear axle control pressure is the brake pressure regulated by the two-channel pressure control module 31 of the rear axle.
  • Fig. 4 illustrates a highly schematic embodiment of the combined relay valve 109 shown in Fig. 3.
  • the relay valve 109 has a valve housing 150 within which a relay piston 151 is disposed longitudinally movable to a consisting of an inlet valve 152 and an exhaust valve 153 double seat valve 154th to press.
  • the inlet valve 152 includes an outer valve seat 155 disposed on the valve housing 150, against which a valve body 157 is biased by means of a valve spring 156.
  • the relay piston 151 has an end-side piston pin 159 whose edge is formed as an annular, inner valve seat 160, which together with the valve body 157 forms the outlet valve 153 of the double-seat valve 154.
  • a first control chamber 161 of the relay valve 109 is limited by an upper effective area 162 of the relay piston 151 and by the valve housing 150. From the lower effective surface 163 of the relay piston 151 and an intermediate bottom of the valve housing 150 serving as a working chamber second control chamber 164 is limited. An inlet 165 of the relay valve 109 encloses the double seat valve 154. Seals 166 between the relay piston 151 and the valve housing 150 seal the control chambers 161, 164 against each other.
  • the inlet 165 corresponds to the pressure input of the relay valve 109 shown in FIG. 3, to which the supply pressure line 39 is connected.
  • the first control chamber 161 is connected via the line 44 to the pressure output of the 3/2-way valve 103, while the second control chamber 164 is connected via an output 169 to the brake cylinder 2 leading brake pressure line 23 intermediate the first and second control chambers 161, 164, an intermediate vent outlet 170 is provided to the atmosphere.
  • a bottom outlet 167 is connected to the line leading to the pressure output 36 of the pressure control module 6 line 43.
  • a modified embodiment of the changeover valve device 100 according to the invention can be realized by a reversed connection assignment of the two pressure inputs of the 3/2 solenoid valve 103.
  • the first pressure input of the solenoid valve 103 is not at atmospheric pressure, but at the supplied via the line 32 and 50 rear axle control pressure, while the second pressure input of the solenoid valve 103 is connected to atmospheric pressure.
  • the solenoid valve 103 is energized during an undisturbed braking and is de-energized when a fault occurs.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Claims (9)

  1. Système de freinage actionné par un milieu sous pression, comprenant au moins un premier circuit de freinage et un deuxième circuit de freinage, en présentant les caractéristiques suivantes:
    (1) au moins un cylindre de freinage (34) est affecté audit premier circuit de freinage, qui est apte à être relié, via un premier moyen à vanne-pilote (31), à une source de milieu sous pression (27) pour ledit premier circuit de freinage, en réponse à un signal de commande d'un générateur de l'effort de freinage à plusieurs circuits (15), lequel signal de commande est affecté audit premier circuit de freinage;
    (b) un premier cylindre de freinage (2) et un deuxième cylindre de freinage (4) sont affectés audit deuxième circuit de freinage, qui sont apte à être relié, via un deuxième moyen à vanne-pilote (6, 8), à une deuxième source de milieu sous pression (12) pour ledit deuxième circuit de freinage en réponse à un signal de commande dudit générateur de l'effort de freinage à plusieurs circuits (15), lequel signal de commande est affecté audit deuxième circuit de freinage;
    (c) ledit deuxième moyen à vanne-pilote (6, 8) comprend une orifice d'admission du milieu sous pression (6', 8'), qui est reliée à ladite source de milieu sous pression (12) pour ledit deuxième circuit de freinage, et une orifice de sortie du milieu sous pression (36), qui est reliée audit premier cylindre de freinage (2);
    (d) un moyen à soupape d'inversion (100) à commande électrique est interposé entre ladite orifice de sortie du milieu sous pression (36) dudit deuxième moyen à vanne-pilote (6, 8) et ledit premier cylindre de freinage (2) dudit deuxième circuit de freinage, lequel moyen à soupape est commandable d'une telle manière, que ledit cylindre de freinage (2) se puisse relier à une source de milieu sous pression (40) indépendante de ladite source de milieu sous pression (12) dudit deuxième circuit de freinage;
    (e) dans lequel ledit moyen à soupape d'inversion (100) comprend au moins une soupape à relais (102) et une électrovanne (103) à commande électrique, à au moins deux états d'inversion, à un signal de commande pneumatique, qui est appliqué du côté d'admission de pression de ladite électrovanne (103) et affecté audit premier circuit de freinage en un état d'inversion, dépendant d'un signal de commande électrique, étant apte à être relié à un moyen actionneur (102') de ladite soupape à relais (102) et, en fonction dudit signal de commande affecté audit premier circuit de freinage et apte à être relié, étant ajustable en fonction du signal de commande affecté audit premier circuit de freinage, quand une pression de réservoir de ladite source indépendante de milieu sous pression (40) est appliquée au côté d'admission de pression à ladite soupape à relais (102), et étant apte à être relié audit premier cylindre de freinage (2), caractérisé en ce que
    (f) ledit moyen à soupape d'inversion (100) comprend une soupape à deux voies (60) en amont, dont l'orifice de sortie de pression se trouve en communication avec une orifice d'admission de pression de ladite électrovanne (103) via un conduit de connexion pneumatique (50), dans lequel une première orifice d'admission de pression est reliée à une orifice de sortie du milieu sous pression dudit premier moyen à vanne-pilote (31), qui s'étend vers un cylindre de freinage (34), pendant qu'une deuxième orifice d'admission de pression est reliée à une orifice de sortie du milieu sous pression dudit premier moyen à vanne-pilote (31), qui s'étend vers un cylindre de freinage (34) complémentaire.
  2. Système de freinage actionné par un milieu sous pression selon la revendication 1, caractérisé en ce que ledit moyen à soupape d'inversion (100) comprend une soupape à deux voies (101) additionnelle reliée, par sa première orifice d'admission de pression, à une orifice de sortie de pression de ladite soupape à relais (102), dont la deuxième orifice d'admission de pression se trouve en communication avec une orifice de sortie du milieu sous pression (36) dudit deuxième moyen à vanne-pilote (6, 8) et dont l'orifice de sortie de pression se trouve en communication avec ledit premier cylindre de freinage (2) dudit deuxième circuit de freinage.
  3. Système de freinage actionné par un milieu sous pression selon une quelconque des revendications 1 ou 2, caractérisé en ce qu'une orifice d'admission de pression de ladite électrovanne (103) est reliée à la pression atmosphérique, qu'une autre orifice d'admission de pression est formée à recevoir ledit signal de commande affecté audit premier circuit de freinage, et en ce qu'une orifice de sortie de pression est reliée audit moyen actionneur (102') de ladite soupape à relais.
  4. Système de freinage actionné par un milieu sous pression selon la revendication 3, caractérisé en ce que ladite électrovanne (103), en sa première position de repos hors tension, raccorde l'orifice d'admission de pression à la pression atmosphérique par son orifice de sortie de pression, et, en une deuxième position en conduction, raccorde l'orifice d'admission de pression reliée au conduit de pression de commande (32, 50) à recevoir ledit signal de commande pneumatique, par son orifice de sortie de pression.
  5. Système de freinage actionné par un milieu sous pression selon une quelconque des revendications 1 à 4, caractérisé en ce que ledit moyen actionneur (102') de ladite soupape à relais (102) est configuré sous forme d'une chambre de commande pneumatique.
  6. Système de freinage actionné par un milieu sous pression selon une quelconque des revendications 1 à 5, caractérisé en ce que ladite électrovanne (103) dudit moyen à soupape d'inversion (100) est configurée sous forme d'une soupape à 3/2 voies soumises à l'action d'un ressort.
  7. Système de freinage actionné par un milieu sous pression selon une quelconque des revendications 2 à 6, caractérisé en ce que lesdites soupapes à deux voies (101, 60) comprises dans ledit moyen à soupape d'inversion (100) sont configurées d'une telle manière, que les premières orifices d'admission de pression respectives soient privilégiées de façon pneumatique.
  8. Système de freinage actionné par un milieu sous pression selon une quelconque des revendications 2 à 7, caractérisé en ce que ladite soupape à relais (102) et ladite soupape à deux voies (101) supplémentaire dudit moyen à soupape d'inversion (100) sont configurées sous forme d'une soupape à relais combinée (109), à une chambre de commande (161), servant en tant que moyen actionneur, étant reliée audit conduit de connexion (44) qui s'étend à l'orifice d'admission de pression de ladite électrovanne (103), à une première orifice d'admission de pression (165) étant reliée audit conduit de pression de réservoir (39), qui s'étend vers ladite source de milieu sous pression (40) indépendante, à une deuxième orifice d'admission de pression (167) étant reliée à ladite orifice de sortie du milieu sous pression (36) dudit deuxième moyen à vanne-pilote (6) et à ladite orifice de sortie de pression (169) étant reliée au conduit, qui s'étend vers ledit cylindre de freinage (2).
  9. Système de freinage actionné par un milieu sous pression selon une quelconque des revendications 1 à 8, caractérisé en ce qu'une orifice de commande électrique (103') de ladite électrovanne (103) est reliée, de manière active électrique, via une ligne électrique (45), à une unité de commande électronique centrale (20).
EP00111100A 1999-07-16 2000-06-06 Installation de freinage actionnée par moyen de pression Expired - Lifetime EP1069016B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19933481 1999-07-16
DE19933481A DE19933481A1 (de) 1999-07-16 1999-07-16 Druckmittelbetätigte Fahrzeugbremsanlage

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EP1069016A2 EP1069016A2 (fr) 2001-01-17
EP1069016A3 EP1069016A3 (fr) 2002-09-04
EP1069016B1 EP1069016B1 (fr) 2004-04-28
EP1069016B2 true EP1069016B2 (fr) 2007-12-05

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Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10155952B4 (de) * 2001-11-14 2006-04-20 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Bremsanlage für ein Kraftfahrzeug
DE102004001370B3 (de) * 2004-01-09 2005-08-18 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Kombiniertes Druckregel-Schaltventil
DE102007020278A1 (de) 2007-04-30 2008-11-06 Wabco Gmbh Druckmittelbetätigte Fahrzeugbremsanlage
DE102015104882A1 (de) * 2015-03-30 2016-10-06 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Drucklufteinrichtung für Fahrzeuge mit Doppelrelaisventil
DE102016114831A1 (de) 2016-08-10 2018-02-15 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Mehrfachrelaisventil sowie pneumatisches Bremssystem mit wenigstens einem Mehrfachrelaisventil
DE102018102764A1 (de) * 2018-02-07 2019-08-08 Haldex Brake Products Aktiebolag Bremsanlage für ein Nutzfahrzeug, Druckluftaufbereitungseinheit und Verwendung einer Druckluftaufbereitungseinheit
US10850716B2 (en) 2018-05-31 2020-12-01 Bendix Commercial Vehicle Systems Llc System and method for controlling an automated braking application

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19504393C1 (de) * 1995-02-10 1996-03-07 Wabco Gmbh Druckmittelbetätigte Fahrzeugbremsanlage
DE19514603C2 (de) * 1995-04-20 1997-04-03 Daimler Benz Ag Druckluft-Bremsanlage für ein Nutzfahrzeug

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EP1069016A2 (fr) 2001-01-17
ATE265343T1 (de) 2004-05-15
EP1069016B1 (fr) 2004-04-28
DE50006218D1 (de) 2004-06-03
DE19933481A1 (de) 2001-01-25
EP1069016A3 (fr) 2002-09-04

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